Automatic emergency-brake for automobiles.



E. EISELT. AUTOMATIC EMERGENCY BRAKE FOR AUTOMOBILES.

I APPLICATION FILED AUG. 26, 1910. 979,938, Patented Dec. 27, 1910.

2 SHEETS-SHEET 1.

E. EISELT.

AUTOMATIC EMERGENCY BRAKE FOR AUTOMOBILES.

Patented Dec. 27, 1910.

y 2QSEETB-SHEET 2 APPLICATION FILED AUG. 26, 1910.

" UNITED STATES PATENT onniicn.

EMIL EISELT, 0F BALTIMORE, MARYLAND.

AT J'TOMATIC EMERGENCY-BRAKE FOR AUTOMOBILES.

Specification of Letters Patent. Patent ed Dec, 1910,

Application filed August 26, 1910. SerialNo. 579,104.

7 following is a specification This invention relates to'an improvedautom'atic emergency. brake for automobiles. There is reat danger to the occupants of an automdbile in case anything should hap-l pen to the chaufieur. In this case, if one of the occupants of an open car knows how to stop the motor and put on the brakes, the danger could be avoided. by quick action,

but in a closed car, and with no one of the considerable force, to taxica occupants conversant with the mechanism of the car, the danger of accident is greatly augmented. Furthermore, many times an imminent danger may not be noticed by the chauffeur but by oneof the occupants of the car. Heretofore no means were provided by whichthe quick stopping of the automobile could be obtained, and consequently many accidents occurred which might have been avoided if the car co ild be stopped quickly and independently of the chauffeur. While in open cars the attention of the chauffeur-can be drawn to any danger, it is more diflicult in automobiles with closed bodies in whichthe persons are separated by doors and windows from the chaufleur. Further, if anything should happen to one offlthe persons in the car, there is no possibility" of stopping the carquickly and without the aid of the chaufieur. This applies Ialsho, with s, w ic ou ht to be provided with emergency devices or the protection of the passengers.

The object of this invention is to provide means for quickly and automatically stopping an automobile, either directly .by the chauffeur or by any one of the occupants,

so that accidents and injury to the automo bile and the'persons riding in the same can] be effectively obviated; and for this purpose the invention consists of an automatic emergency-brake which comprises a power de v vice operated by compressed air, a lever mechan sm connectlng said power device, a

' friction or other brake, and an emergencyvalve operated by a handle,and preferably located on the inside of thecar-body or on the dash-board, or both, said emergencyvalve also interrupting the igniter-current for the motor so as to simultaneously apply the brake and stop the motor.

The invention consists further of the specific construction of the motor device and of certain additional details of. construction which will be fully described hereinafter and finally pointed out in the claims;

In the accompanying drawings, Figure 1 represents a side-elevation of an automobile With a, closed body, showing my improved automatic emergency-brakev and two emergency-valves, one arranged on the dashboard, within reach of the chauffeur, and one on the inside of the car-body, Fig. 2 is a plan-view of the car frame, with the body removed, showing the position of the emergency-brake and its connection with the power-cylinder, "Fig. 3 is a diagram showing a plan-view of a'combination brake, showing the power-cylinder in connection with the usual rear-wheel hand-brake and with an automatic emergency-brake, Fig. 4 is a diagram, showing the connection of the hand-lever for the rear wheel-brake with the power-cylinder of the emergency-brake, Fig. 5 is a vertical central section through the power-cylinder and its connection with the lever-mechanism for operating the emergency-brake and with the emergency-valve,- drawn on a larger scale, Figs. 6 and 7 are respectively a detail front-view of the emergency-valve and a side-view of the same, Figs. 8 and 9 are respectively an end-elevation and a side-view partly in vertical section ofan expansion-brake, and Figs. 10 and 11 are respectively an end elevation and a side-elevation partly in section of a brake with sliding exterior brake-shoes. 1

Similar letters of reference indicate cor responding parts throughout 'the different figures.

Referring to the drawings, (1 represents av cylindrical tank which is made of sheet-' metal, preferably. sheet-steel, and strapped 100 to the frame of the car by straps. The end of the tank afis' closed by a head 7), whlch 1s 5 attached thereto by a packing ring and bolts.

In the tank and attached to the head bis 'an air-cylinder 0, which isopen at its inner end, 1 05 and in which is located a piston (Z, thepiston-rod e of which passes through a stufling- 'box .e -to the outside of the tank and is con-.

nected by a suitable lever-mechanism e 6 with the fulcrumed lever e of an emer- 110 tion, which-is located on the motor-shaft S into action. a the tank a would force the piston in the dishort distance from its inner end and to the ing the piston in the proper position at its.

. ranged in' a box V provided with a transmay be provided with a suitable notice, such the pipe 9, which pump can be driven either position, so that it requires some force for r the ressure gage indicating the air-pressure up an ordinary pneumatic tire. Between piston and the-head 'b so that an equalizagency-brake B of any approved construcof the automobile. The opposite end of the tank is provided with a pipe 9 which is connected with a hand air-pump for supplying the tank with air under pressure. If desired, a small pump \c'a-n be connectedwith by the motor or by the exhaust of the same. It is preferable, however, to supply the tank with air by the ordinary air-pump, as this would not take more time than pumping the piston d and the head I) of the tank ais interposed a helical spring d which assists. in returning the piston to its initial position after the emergency-brake has been called: As the vpressure of the air in rection ofv the arrow shown in Fig. 5, small holes 2' are arranged in .thecylinder at a rear of the normal position of the piston d, which. holes, together, should be about approximately equal to the cross-sectional area of the air supply-pipe g and which-permit the air-t0 enter into the space between the tion of pressure in the tank a and cylinder 0 is obtained. The spring d serves for holdparent cover V that is preferably made of transparent paper or other suitable material so that it can be easily broken by the ban without opening the cover of the box. The Valve is provided with a handle 71., which can be seen from the outside through the transparent cover.. The transparent cover V as .Emergency-brake, Pull handle or the like. The valve holds the pipe Z in closed position, its stem being extended side- Wise and provided with. a short lever-arm p, which is held in position by a clamping contact 0?. in the electric igniting circuit of the motor. The clamping contact n holds,- by its friction on the short lever-arm p, the handle of the emergency-valve V in upright moving the same in downward direction. A pressureage 0 is arranged nearthe emergency-va ve V and connected by a branchpipe 0 with the pipe Z, as shown in Fig. 6,

in to tank, A special mark 0 on the dial of the gage indicates the minimum pressure and draws the attention of the occupants, as well as of the chauffeur, to the lowering of the pressure and the 'restablishment ofthe same whenever required. One emergencyvalve is preferably arranged in the body of the car, and asecond-one on the dashboard near the seat of the chauffeur, the second emergency-valve being connected by a-branch pipe Z shown indotted lines in Fig. ,5, with the air-pipe Z. If desired, a third, or even a fourth, emergency-valve may be arranged in the automobile, especially in larger types of the same.

Whenever the emergency-brake should be called into action in' case of a sudden danger or emergency, the transparentcover of the emergency-valve-bo'x is broken by l the hand and the handle it qqickly moved in downward direction. By -t valve opens the pipe Z and permits the coms action the emergency-.

pressed air to pass quickly through the pipe Z into the atmosphere. At the same time the air in the tank a forces the piston d forward so that the small holes 71 are pl-ac'ed'out o action. The iston is moved for the distance.

of about one inch from the head of the tank until it is arrested by an inwardly-projecting stop 6 on thehead b of the tank. Thepiston-rod transmits by the intermediate levermechanism the power to the emergencybrake B. The piston assumes then the position shown in dotted lines in Fig. 5 and is retained in this; position. Simultaneously with the downward motion of the handle the small lever p ismoved clear of the clamping contact '11,, so that the ignition-circuit to the motor is interrupted and the latter instantly stopped.

For returning the piston to its normal. po-' sition under the influence of the spring (F, a

-very small orifice k" is arranged in the cylinder near the head I), through which orifice the air can pass from the tank a into the' space between the piston and the head I), and

through thepipe [to the atmosphere. For

releasmg the emergency-brake and bringing the motor-car into condition for motion, it

is necessary to return the handle h and thereby the emergency-valve into their former positions. By means of the small hole losuflicient air will soon pass into the spacebetween the piston and head 11, so that 'sufiicient pressure'is exertedon the piston that it' will be returned, assisted by the spring d to its former normal position, as

shown in fulllines in Fig. 5. The ingressof air through the holes 2' from the cylinder assists in thisreturn motion as soon as the piston has passed the same, and reestablishes the'normal condition of the parts. The dimensions of the air-tank and air-cylinder have to be in roportionto the size of the automobile. y shortening the cylinder 12, and also the stroke of the piston, the diameter and area of the piston have to be enlarged so that-the same pressure on the pis ton is obtained. r

The minimum pressure in the tank should be about 50 lbs. to the square inch, but the pressure can also be raised to from 60-to 70 lbs. per square inch, as even when all the parts are tightly fitted there will be a slight leakage and after a few months a gradual lowering of the pressure down to 50 lbs., which is the normal pressure desired. The

air-tank and piston can be arranged atany suitable point on the frame of the car, while the emergency-brake is preferably arranged adjacent to the transmission-gear on the. driving shaft. The emergency-brake can also be arranged at any other point, in case it should not be desirable to place it on the motor-shaft. The lever mechanism between the power-cylinder and emergency-brake B has to be arranged according to their relative positions. The piston may also be connected by a wire-cord m, which ispassed over a pulley m on the frame, with the rearwheel brake and its hand-leverm as shown in diagrams Figs. 3 and 4, so that both the emergency-brake B and rear-wheel brake may be simultaneously called into action. In this case the. hand-lever has to be guided in a sleeve or link m to permit the'action of the emergency-brake freely and independently of the position of the hand-lever, as the latter, being held in position, would impede the free use of the emergency-brake.

In place of the wire-cord, two small air-cylinders may be used,--of' which one ac-. tuates the friction-disk of the emergencybrake, while the other actuates the rearwheel brake. Both these cylinders can be supplied simultaneously with air from the emergency-valve.

The dimensions of the air-cylinder and piston and the location of the same, the

lever-transmission to the emergency braketon may be operated by any other power medium, such as the exhaust gases from the motor-engine, but owing to the convenience of resupplying and maintaining the required pressure'for working the emergencybrake the operation of the power-cylinder and piston by compressed air, is preferred.

By the emergency-brake many accidents may be avoided and effective 'meanspro vided by which either the chaufleur or the persons occupying the automobile vcan quickly stop the same in case of danger, as the emergency brake forms an additional safe-guard for the prevention of accidents to automobiles and the occupants of the same.

Having thus described my invention, I

claim as new and desire to secure by Letters Patent:

1. An automatic emergency-brake for automobiles comprising, an air-tank, an aircylinder having its inner end communicat ing with the air-tank and having a closed outer end, a piston movable in said cylinpiston, a passage communicating with said closed outer end, and an emergency-valve in said passage, said cylinder being provided near its ends with air orifices communicating with the air-tank.

. 2. An automatlc emergency-brake for au- 'der, a brake, operatively connected to the tomobiles comprising, an air-tank, an aircylinder having one end open and in communication with the air-tank and the other end closed, a piston movable in said cylinder .and having a rod passing through the closed end, a brake operatively connected with the piston rod, a coiled compressionspring on said rod and bearing against the piston and said closed end, a pipe communicating with said closed end, and anemergency-valve in'said pipe, the side-wall of said cylinder being provided near said open end with'pressure-equalizing orifices communicating'with the air-tank, and near the closed end with air-orifices also communicat1 ing with the air-tank.

3. An automatlc emergency-brake for automobiles, comprising an air-tank, ahead for the same, an air-cylinder attached tosaid head and located at the interior ofthe air-- tank, a spring-actuated piston in said-cylinder, pressure-equalizing orifices near the inner end of the cylinder, ah air-orifice in the cylindernear the head of the same, a pistonrod for said piston, a brake on, the driving shaft of the automobile, a lever-transmission between the piston-rod and said brake, an emergency-valve provided wlth a handle,

and a pipe connecting the emergency-valve with the air-cylinder. v

4. An automatic emergency-brake for automobiles, comprising an air-tank, an aircylinder in the-same, a piston in sald cylinder, a brake on the motor-shaft, a levertrans'mission between the piston-rod and the brake, an emergency-valve connectedwlth the air-cylinder, a handle for operating the emergency-valve, a lever-arm on the stem of the emergency-valve, and a clamping contact for said. lever arm, located in the 1gniter-circuit for applying the brake simultaneously with the stopping of the motor.

5. In an emergency-brakefor automobiles, 3

4g v p e79,9ss

the combination of an air-tank, a'pipe for passing through a stufling-box head,.j

supplying air under. pressure to the same, and'an air outlet-pipe for the cylinder.

" a head attached to the opposite end of the In testimony, that .-I claim the foregoing tank,- and provided with a stop, an airas my invention, have signed my namein 5 cylinder in the tank attached at one end'to presence of subscribmg Witnesses.

" the head and open at its oppositeend, the

cylinder being provided with pre'ssure-eqnal- Witnesses: izing holes near its open end and with an I J TH110. ZWERMA N, air-orifice near the head, a sprlng-actuated i I HEDIVICH Lit'JTH,

0 piston in the air-cylinder, and a piston-rod i RUDOLPH J I Mo'rz. 

